Internal combustion system adapted for use of a dual fuel composition including acetylene

ABSTRACT

An internal combustion engine adapted to use an environmentally clean multi-fuel composition, comprising acetylene as a primary fuel and a combustible fuel, such as one or more fluids selected from an alcohol such as ethanol, methanol or any other alcohol or alcohols from the group comprising C 1 -C 12  carbon chains, ethers such as from the group comprising dimethyl ether, diethyl ether, methyl t-butyl ether, ethyl t-butyl ether, t-amyl methyl ether, di-isopropyl ether and the like, low-molecular-weight esters such as from the group comprising methyl formate, methyl acetate, ethyl acetate, methyl propionate, ethyl propionate, ethyl malate, butyl malate, and the like, or other suitable combustible fluid such as mineral spirits and the like, as a secondary fuel for operatively preventing early ignition and knock arising from the primary fuel.

[0001] This patent application is a continuation in part of U.S. patentapplication Ser. No. 09/257,340 which is incorporated by reference.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] The present invention relates to a system using fuel comprisingat least two combustible ingredients and more particularly, withoutlimitation, to an internal combustion engine using fuel comprisingacetylene and another combustible fuel.

[0004] 2. Description of the Related Art

[0005] Acetylene is conventionally produced by reacting calcium carbidewith water. The reaction is spontaneously occurring and can be conductedwithout any sophisticated equipment or apparatus. Such producedacetylene has been utilized for lighting in mine areas, by streetvendors, etc. People often call such lighting sources “carbide lights”or “carbide lamps”. Industrial uses of acetylene as a fuel for motors orlighting sources, however, has been nearly nonexistent. In modern times,the use of acetylene as a fuel has been largely limited to acetylenetorches for welding or welding-related applications. In most suchapplications, acetylene is generally handled in solution form, such asacetylene dissolved in acetone for example.

[0006] The clean burning nature of acetylene is self-evident from thestoichiometric equation:

C₂H₂+2.5 O₂→2 CO₂+H₂O

[0007] The reaction proceeds spontaneously at any temperature andpressure conditions and easily goes to completion without leaving anyresidues other than the desired combustion products, namely carbondioxide and water. Further, the reaction ideally takes place in agaseous phase without any need for catalytic assistance. The gas-phasereaction has several advantages over heterogeneous reactions such asgas-liquid, gas-solid, and solid-liquid reactions. For example, thegas-phase reaction does not require much effort for mixing necessaryingredients, assuring proper ratios, or handling by-products ofcombustion. Such advantages become very significant in fuel applicationsfor combustion engines where liquid fuels such as gasoline have beenconventionally used, and gasoline (liquid-phase) and air (gas-phase)interact contact in an engine for combustion reaction purposes.

[0008] Gas-phase reaction, however, involves different measures,controls, and safety precautions. If acetylene is used either in pureform or in concentrated form, there is a strong tendency for detonation,which directly contributes to the difficulty in preventing undesirablespontaneous chemical reaction.

[0009] Combustion reactions occurring at relatively low temperatureconditions could provide several advantages, including the following:

[0010] 1) Atmospheric nitrogen requires a relatively high temperature(T>1200° C.) to react with atmospheric oxygen in order to form nitrogenoxides (NO_(x)) to any significant amount, the family of nitrogen oxidesgenerally including N₂O, NO, N₂O₃, NO₂ and N₂O₅. Even at lowertemperatures (T≅900° C.), small amounts of nitrogen oxides can be formedbut only over extended periods of time. However, at such lowtemperatures, formation of NO_(x) from reactions between nitrogen andoxygen are negligible or non-existent.

[0011] 2) Low engine temperature alleviates any need for specialemission control equipment commonly used in motor vehicles, such as anemission gas recirculation (“EGR”) valve for example. One of the primaryfunctions of an EGR system in modern motor vehicles is to reduce thecombustion temperature by recirculating a portion of exhaust gas intothe intake manifold, thus achieving a reduction in NO_(x) formation inthe combustion chamber. Such a requirement is not needed in an engineoperating under relatively low temperate conditions.

[0012] 3) Low engine temperatures significantly reduce any substantialrequirement for motor cooling. Cooling for an engine operating underrelatively low temperature conditions can be readily accomplished eitherby air-cooling or by water cooling (including with ethylene glycol-watermixtures, propylene glycol-water mixtures, and the like), but with lessstringent capacities than with engines operating at relatively hightemperatures.

[0013] 4) Low motor temperature and clean burning help and boost thefuel efficiency, since the combustion energy generated goes far lesstoward the maintenance of the engine temperature. In other words, thepower produced per BTU generated by the fuel is greater in the case ofacetylene than for other conventional fuels under the circumstances.

[0014] 5) Low temperature combustion permits simpler and cheaper exhaustsystem design, such as shorter length for example, particularly when thecombustion products consist only of carbon dioxide and water. Inaddition, the hardware for such an exhaust system could be physicallysmaller in size.

[0015] Unfortunately, acetylene as a single fuel cannot be burned in anIC engine without severe knock and early ignition in the intake port,and in the cylinder, causing engine stopping and damage. For example,the results obtained from a computer model used to estimate theperformance of a spark ignition engine when acetylene was used as a fuelwas reported in “Computational Estimation of the Performance of a S.I.Engine with Various Fuels,” Nippon Kikai Gakkai Ronbunshu, B Hen., v.56, n. 523, Mar. 190, pp. 830-835, by Katsumi Kataoka. Thosecalculations disclosed that when acetylene is used as a fuel, the flametemperatures rise high enough to cause the deterioration of theefficiency because of thermal dissociation, resulting in fairly highemissions of NO, especially with lean mixtures. In other words, theseresults appear to teach away from the use of acetylene as a fuel.

[0016] In another study reported in “Acetylene and Water as Fuels forSpark Ignition,” Proceedings of the Intersociety Energy ConversionEngineering Conference, published by IEEE, IEEE Service Center,Piscataway, N.J., v. 4, pp. 61-66, by F. Bassi et al., acetylene wasutilized as a laboratory surrogate in order to test water injection as ameans to control spark ignited combustion of highly detonating fuels.The acetylene-water mixture was sprayed directly into the manifold witha high pressure positive displacement pump. The results indicated thatoverall efficiencies were higher with acetylene-water fueling than withgasoline. In addition, injected water caused a sharp reduction of NO_(x)emissions below that obtainable by means of exhaust gas recirculation(“EGR”).

[0017] Unfortunately, since water is not a combustible compound and isdevoid of any BTU value for combustion purposes, injection of water intothe combustion chamber decreases the effective volume available for gasexpansion in the combustion chamber of the engine, thereby decreasingthe horsepower output of the engine.

[0018] Thus, what is needed in a system for effectively and controllablyutilizing acetylene, either as a mixture or concurrently with an alcoholor other combustible fluid, as a clean fuel for internal combustionengines wherein the combustible fluid can be used in conjunction withacetylene as an anti-knock and early ignition-preventing agent withoutreducing horsepower output arising from depletion of effective volumeavailable for gas expansion due to the presence of a non-combustiblefluid, such as water.

SUMMARY OF THE INVENTION

[0019] The improvement comprises an internal combustion system adaptedfor use of a dual fuel composition having a primary fuel and a secondaryfuel. The primary fuel generally comprises pure acetylene or a mixtureof acetylene and one or more fluids selected from an alcohol such asethanol, methanol or any other alcohol or alcohols from the groupcomprising C₁, C₂, . . . , C₁₉ and C₂₀ chains, preferably C₁-C₁₂ chains,ethers such as from the group comprising dimethyl ether, diethyl ether,methyl t-butyl ether, ethyl t-butyl ether, t-amyl methyl ether,di-isopropyl ether and the like, low-molecular-weight esters such asfrom the group comprising methyl formate, methyl acetate, ethyl acetate,methyl propionate, ethyl propionate, ethyl malate, butyl malate, and thelike, or other suitable combustible fluid such as mineral spirits andthe like.

[0020] The secondary fuel, which generally comprises one or more fluidsselected from an alcohol such as ethanol, methanol, isopropyl alcohol,or any other alcohol or alcohols from the group comprising C₁, C₂, . . ., C₁₉ and C₂₀ chains, preferably C₁-C₁₂ chains, ethers such as from thegroup comprising dimethyl ether, diethyl ether, methyl t-butyl ether,ethyl t-butyl ether, t-amyl methyl ether, di-isopropyl ether and thelike, low-molecular-weight esters such as from the group comprisingmethyl formate, methyl acetate, ethyl acetate, methyl propionate, ethylpropionate, ethyl malate, and butyl malate, and the like, or othersuitable combustible fluid such as mineral spirits and the like, isselected to prevent early ignition and knock otherwise arising from theacetylene.

[0021] Start-up and operation of an internal combustion engine utilizingthe dual fuel generally comprises two stages. The first stage involvesstarting the engine with the secondary fuel and, after a relativelyshort warm-up period; the second stage involves generating power outputby the engine, largely arising from combustion of the primary fuel.Injection of the secondary fuel is continued, however, to realize theearly ignition and knock prevention provided thereby.

[0022] The dual fuel is designed to substantially or entirely eliminateemissions comprising products of incomplete combustion and NO_(x)without the need for noxious emission reduction devices generally usedwith internal combustion engines.

[0023] The improvement also includes a method and a header for utilizingthe inventive fuel in an internal combustion system.

PRINCIPAL OBJECTS AND ADVANTAGES OF THE INVENTION

[0024] The principal objects and advantages of the present inventioninclude: providing a fuel comprising acetylene as a primary fuel for aninternal combustion engine; providing such a fuel including a secondaryfuel for eliminating knock which might otherwise arise from theacetylene; providing such a fuel including a secondary fuel for coolingan intake port of the internal combustion engine; providing such a fuelincluding a secondary fuel consisting essentially of an alcohol or otheroxygenated fuel; providing such a fuel wherein a secondary fuelcomponent thereof is used to start-up the internal combustion engineprior to injection of a primary fuel component thereof; providing aninternal combustion system having a header for utilizing such a fuel;providing such a header wherein a secondary fuel introduced into theinternal combustion system such that early ignition of the primary fuelis prevented; providing such a header wherein a secondary fuelintroduced into the internal combustion system such that knock arisingfrom the primary fuel is eliminated; providing a method for utilizingsuch a fuel and internal combustion system; and generally providing sucha fuel/system/method that is/are efficient in operation, reliable inperformance, and particularly well adapted for the proposed usagesthereof.

[0025] Other objects and advantages of the present invention will becomeapparent from the following description taken in conjunction with theaccompanying drawing, which constitutes a part of this specification andwherein are set forth exemplary embodiments of the present invention toillustrate various objects and features thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

[0026]FIG. 1 is a schematic diagram of an acetylene fuel for internalcombustion engines, in accordance with the present invention.

DETAILED DESCRIPTION OF INVENTION

[0027] As required, detailed embodiments of the present invention aredisclosed herein; however, it is to be understood that the disclosedembodiments are merely exemplary of the invention, which may be embodiedin various forms. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as abasis for the claims and as a representative basis for teaching oneskilled in the art to variously employ the present invention invirtually any appropriately detailed structure.

[0028] The reference numeral 1 generally refers to a fuel utilizingacetylene in accordance with the present invention. The inventiveprocess and internal combustion system utilizing the acetylene fuel isgenerally based on a two-stage ignition procedure to ensure safeignition and avoidance of otherwise undesired premature combustion ordetonation of the acetylene. The two-stage ignition is generallyaccomplished by a first step wherein a secondary fuel 13, which maysometimes be referred to herein as a first combustible fuel component orfluid 13, is utilized for ignition purposes to start-up an internalcombustion engine 14. The secondary fuel 15 is stored in and suppliedfrom a conventional secondary fuel tank (not shown) designed for suchfuel. The system may optionally include multiple secondary fuel tanksfor the separate storage and delivery of secondary fuels. The firstcombustible fluid 13 is preferably selected to provide completecombustion without noxious emissions; for example, an alcohol such asethanol, methanol, isopropyl alcohol, or any other alcohol or alcoholsfrom the group comprising C₁, C₂, . . . , C₁₉ and C₂₀ chains, preferablyC₁-C₁₂ chains, ethers such as from the group comprising dimethyl ether,diethyl ether, methyl t-butyl ether, ethyl t-butyl ether, t-amyl methylether, di-isopropyl ether and the like, low-molecular-weight esters suchas from the group comprising methyl formate, methyl acetate, ethylacetate, methyl propionate, ethyl propionate, ethyl malate, butylmalate, and the like, or other suitable combustible fluid such asmineral spirits and the like. It is to be understood that for someapplications, however, the secondary fuel 13 may be a gasoline, agasoline blend, or other suitable combustible fluid, including blendsand mixtures thereof, that may or may not produce noxious emissions andstill be within the spirit and nature of the present invention ashereinafter described.

[0029] After ignition during the first step, a second step involvesdelivering a primary fuel 15, which may sometimes be referred to hereinas a second combustible fuel component or fluid 15, containing acetyleneto the internal combustion engine 14. The primary fuel 15 may be pureacetylene, a mixture of acetylene and an alcohol such as ethanol,methanol, isopropyl alcohol, or any other alcohol or alcohols from thegroup comprising C₁, C₂, . . . , C₁₉ and C₂₀ chains, preferably C₁-C₁₂chains, ethers such as from the group comprising dimethyl ether, diethylether, methyl t-butyl ether, ethyl t-butyl ether, t-amyl methyl ether,di-isopropyl ether and the like, low-molecular-weight esters such asfrom the group comprising methyl formate, methyl acetate, ethyl acetate,methyl propionate, ethyl propionate, ethyl malate, butyl malate, and thelike, or other suitable combustible fluid such as mineral spirits andthe like, or other suitable mixture. The primary fuel 15 is stored inand supplied from an acetylene fuel tank (not shown) designed anddimensioned to hold acetylene fuel. The acetylene tank is separate fromthe secondary fuel tank. A standard acetylene back check valve may beprovided in the acetylene supply line (not shown) to prevent acombustion front from traveling from the combustion chamber to the fueltank via the fuel line. The delivery pressure of the acetylene is about25 psig, and preferably 15 psig. The primary fuel 15 may be metered anddirectly injected into a combustion chamber of the internal combustionengine 14 whereat the primary fuel 15 is first exposed to air 17 as anoxygen-containing combustion-inducing environment, or delivered in anyother appropriate manner, known to those skilled in the art.

[0030] Control of the ratio of air to the primary fuel 15 can berealized by a primary fuel valve mechanism 23, such as a preset valve23, a throttling valve 23 permitting automatic adjustment, or othersuitable arrangement. More specifically, the flow rate of primary fuel15 may be regulated by connecting the primary fuel valve mechanism 23 bya linkage arrangement, schematically shown and indicated by the numeral25 in FIG. 1, to a throttle valve mechanism 27, configured tooperatively control the flow of air 17 to an intake port 33 of theinternal combustion engine 14. The throttle valve mechanism 27, in turn,includes linkage, schematically shown by the element designated by thenumeral 35, to provide speed control for the internal combustion engine14. Similarly, control of the secondary fuel 13 can be realized by asecondary fuel mechanism 37, which may include a set adjustable jetspaced near the closure of the throttle valve mechanism 27, by a linkagearrangement schematically shown and indicated by the numeral 43, orother suitable arrangement.

[0031] Alternatively, a control system 45, such as a microprocessorarrangement for example, may be connected to the primary fuel valvemechanism 23, the secondary fuel valve mechanism 37, and the linkage 35,by connections schematically indicated by dashed lines designated bynumerals 47, 48 and 49, to provide desired ratios of secondary fuel 13and primary fuel 15 as needed for selected operating speeds of theinternal combustion engine 14.

[0032] So long as the oxygen content of the input air 17 exceedsstoichiometric requirements to accomplish complete combustion of thecombustible fluids involved, the process satisfactorily proceeds tocompletion. For example, the air-to-fuel ratio for applications whereinthe primary fuel 15 comprises pure acetylene generally ranges between11.9 and 15.0, preferably between 12.0 and 13.0. It is to be understoodthat if the composition of the primary fuel 15 differs from pureacetylene, the air-to-fuel ratio must be adjusted accordingly in orderto ensure that the supply of oxygen provided by the air 17 is sufficientto meet or exceed the stoichiometric requirements for a completecombustion reaction.

[0033] Shutting down the operation of the internal combustion engine 14is preferably accomplished by reversing the start-up procedure. That is,the flow of the primary fuel 15 to the engine 14 is terminated, followedby termination of the flow of the secondary fuel 13 to the engine 14.

[0034] In an application of the present invention, the secondary fuelvalve mechanism 37 is adjusted to discharge a desired flow rate of thesecondary fuel 13 through a secondary fuel port 53 into a manifold 54 tobe operably swept by the air 17 through the intake port 33 into theinternal combustion engine 14, as indicated by the arrow designated bythe numeral 55. After the internal combustion engine 14 is started withthe secondary fuel 13 and allowed to operate for a relatively shortperiod of time, the primary fuel valve mechanism 23 is adjusted todischarge a desired flow rate of the primary fuel 15 through a primaryfuel injection port 57 directly into a combustion chamber of theinternal combustion engine 14, as schematically shown in the Figure.With the internal combustion engine 14 operating primarily on theprimary fuel 15, the relative flow rate of the secondary fuel 13 may ormay not be adjusted as desired; however, a flow rate of the secondaryfuel 13 is maintained during operation of the internal combustion engine14 on the primary fuel 15 in order to cool the manifold 54 and theintake port 33, and in order to control and prevent early ignition andknock of the primary fuel 15. For example, the ratio of alcohol toacetylene may be approximately ten percent for anti-knock and earlyignition avoidance purposes. It is to be understood, however, that thepercent of alcohol or other secondary fuel component as described hereinin a particular application may need to be adjusted for different loads,air intake temperatures, etc.

[0035] The following example shows data from operation of an internalcombustion engine 14 using acetylene as the primary fuel 15 inaccordance with the present invention.

EXAMPLE

[0036] Tests were run using a single cylinder, overhead-valve internalcombustion, Briggs & Stratton engine. The method of fuel introductionwas by a dual fuel, constant flow, port type fuel injection arrangement,as schematically shown in FIG. 1. Pure acetylene, C₂H₂, was used as theprimary fuel 15 and methyl alcohol, CH₄O, was used as the secondary fuel13. The source for the acetylene 15 was a standard cylinder, ascustomarily used for welding purposes, with the primary fuel valvemechanism 23 comprising a standard pressure regulator. The regulator 23was adjusted to provide the acetylene at fifteen p.s.i.g. A standardback-flow check valve was provided at the injection port 57.

[0037] The methyl alcohol 13, which has a gross energy producingcapability of 10,259 BTU/lb., was injected into the engine manifold 54at a relatively low rate that, upon introduction of the primary fuel 15,would avoid early ignition and knock thereof. The rate at which thesecondary fuel 13 was injected into the manifold 54 caused the engine tooperate at a fast idle speed (approximately 800 r.p.m.). Such aninjection rate of methyl alcohol 13 was found to be sufficient toprevent early ignition and knock arising from the primary fuel 15regardless of the rate that the primary fuel 15 was supplied to theengine 14 and regardless of the resulting operating speed and loadoutput of the engine 14. The test was conducted without any EGR orcatalytic converter devices.

[0038] A brake-type dynamometer was used to determine the horsepoweroutput of the engine 14. For load tests of longer duration, a water pumpwas driven by the engine 14 with the magnitude of the load beingadjusted by restricting the outlet of the pump with a valve.Braking-horsepower measurements of the test engine 14 when operated ongasoline as the primary fuel as compared with those of the test enginewhen operated on the inventive dual fuel (acetylene as the primary fuel15, methyl alcohol as the secondary fuel 13) provided the followingresults: 8 horsepower at 3600 r.p.m for gasoline, and 8 horsepower at3500 r.p.m. for the dual fuel 13, 15.

[0039] Tests of emissions from the engine 14 when operated on the testdual fuel 13, 15, measured with a Bacharach Combustion Gas AnalyzerModel CA300NSX, disclosed the following: Parameter Test Strip #1 TestStrip #2 Test Strip #3 Exhaust Temp., ° F. 757 818 827 O₂ (%) 9.4 9.39.4 CO₂ (%) 8.6 8.7 8.6 CO (%) 0.055 0.051 0.052 NO_(x) (%) notdetectable 0.002 0.002 Com. Temp., ° F. 1180 1220 1250 Air Flow (dP)0.55 0.55 0.55 Air Flow (ft./s.) 74.99 76.84 77.11 Air Flow (c.f.m.) 167171 171

[0040] The test results clearly indicate that the emission levels of alltargeted species from the acetylene-operated internal combustion system,even without emission-control devices, were well below thegovernmentally established regulatory limits, showing such a system tobe environmentally superior to prior art internal combustion systems.

[0041] Thus, the evaporative effect of the secondary fuel 13 providedadequate cooling to prevent early ignition and knock of the acetyleneprimary fuel 15 while producing horsepower output comparable to thatobtainable from gasoline fuel yet attaining an extremely clean exhaustwithout the need for emission control arrangements.

[0042] The acetylene combustion process disclosed herein proceeds tocompletion over an extremely wide range of temperature and pressureconditions. In other words, the reaction does not require ahigh-temperature environment generally required in a combustion chamberof an internal combustion engine. Since acetylene does not containsulfurous compounds, refining or upgrading of acetylene for fuelpurposes in order to reduce sulfur or nitrogen compounds is unnecessary.In other words, the use of acetylene as a fuel ensures minimal or noemission of NO_(x) or SO_(x) originating from the acetylene. Inaddition, the operating temperature is sufficiently low enough such thatvery little or no NO_(x) is generated from nitrogen in the atmosphere.As an additional benefit, an engine reliably and controllably operatingon acetylene fuel, as taught herein, is far better suited for indoor usethan its counterparts fueled by gasoline or gasoline/alcohol mixtures.

[0043] It is to be understood that the use of modern electronicport-type fuel injection arrangements and/or in conjunction with thepresent invention, such as the control mechanism 45 as hereinbeforedescribed, can accurately provide selected rates from each of theprimary fuel valve mechanism 23 and the secondary fuel valve mechanism37 to alter mixture ratios relative to air intake and air intaketemperature to thereby effectively provide a certain amount of controlover cylinder head temperature, exhaust temperature, cooling systemtemperature, etc., and to thereby realize very efficient, clean-exhaust,internal combustion system applications by use of the inventiveacetylene fuel system. It should now be obvious that the presentinvention is readily adaptable to both air-cooled engine applicationsand water-cooled engine applications, including, of course, engineapplications utilizing various other coolants, such as ethylene glycolor the like.

[0044] It is to be understood that although the primary fuel 15 may beliquid or gas, the secondary fuel 13 may be liquid or gas so long asoperating temperature environment of the secondary fuel 13 avoids earlyignition and knock of the secondary fuel 13 while simultaneouslyproviding sufficient cooling to also avoid early ignition and knock ofthe primary fuel 15.

[0045] Thus, benefits and advantages provided by the inventiveclean-burning fuel 13, 15 for an internal combustion engine 14 taughtherein include the following:

[0046] a) the need for a three-way catalytic converter or other EGRdevice is eliminated;

[0047] b) proper exhaust design requirements are substantially reduced;

[0048] c) due to reduced operating temperatures, there is less tendencyfor viscosity breakdown of engine lubricants and less component wear;

[0049] d) due to cleanliness of the combustion process, buildup ofcarbon- and sulfur compounds are eliminated thereby substantiallyextending the time intervals between routine maintenance requirements,such as tune-ups, oil changes, etc.;

[0050] e) an engine operated on such a fuel is substantially bettersuited for indoor operation than is an engine operated on otherconventional fuels; and

[0051] f) an engine operated on such a fuel can be interchangeablyutilized for indoor and outdoor operations without environmentalconcerns.

[0052] Notwithstanding anything herein to the contrary, it is to beunderstood that the inventive dual fuel may also consist of a mixturecomprising acetylene and at least one fluid selected from an alcoholsuch as ethanol, methanol, isopropyl alcohol, or any other alcohol oralcohols from the group comprising C₁, C₂, . . . , C₁₉ and C₂₀ chains,preferably C₁-C₁₂ chains; an ether such as from the group comprisingdimethyl ether, diethyl ether, methyl t-butyl ether, ethyl t-butylether, t-amyl methyl ether, di-isopropyl ether and the like; alow-molecular-weight ester such as from the group comprising methylformate, methyl acetate, ethyl acetate, methyl propionate, ethylpropionate, ethyl malate, butyl malate, and the like, and/or anothersuitable combustible fluid such as mineral spirits and the like, whereinstartup and operation of an internal combustion engine consistsessentially of a single step—as opposed to a dual fuel, two-steparrangement—while realizing the early ignition avoidance and anti-knockcharacteristics hereinbefore described.

[0053] It is to be understood that while certain forms of the presentinvention have been illustrated and described herein, it is not to belimited to the specific forms or arrangement of parts described andshown.

What is claimed is:
 1. An internal combustion system for use with a dualfuel source comprised of a fuel stream comprised of an amount ofacetylene and at least one other fuel stream comprised of a fuel otherthan acetylene, said internal combustion system comprising: (a) anacetylene fuel tank designed and dimensioned to hold acetylene fuel,with said acetylene fuel tank connected to said internal combustionsystem by an acetylene fuel line, a primary fuel valve for controllingflow of the acetylene fuel is located within said acetylene fuel line;(b) a second fuel tank for holding the fuel other than acetylene, havinga secondary fuel line that connects said second fuel tank to saidinternal combustion system and a secondary valve located within saidsecondary fuel line; and, (c) a control mechanism connected to saidprimary and secondary valves, whereby said mechanism controls inductionand flow rate of the fuels out of said fuel tanks.
 2. The internalcombustion system of claim 1 wherein said acetylene fuel line isattached on an end opposite said acetylene fuel tank to a member of saidinternal combustion system selected from the group consisting of anintake port, combustion chamber, and header.
 3. The internal combustionsystem of claim 1 wherein said secondary fuel line is attached on an endopposite said fuel tank to a member of said internal combustion upstreamfrom where the acetylene fuel enters said internal combustion system. 4.The internal combustion system of claim 1 wherein the fuel entersdirectly into said internal combustion system.
 5. The internalcombustion system of claim 1 wherein said system comprises: (a) saidheader which receives said acetylene fuel line and said secondary fuelline, and includes said throttle valve, with said acetylene fuel lineentering said header so said acetylene fuel enters directly into theinternal combustion chamber; (b) a fuel intake port attached to saidheader opposite said throttle valve, with said acetylene fuel linelocated proximal to said intake port; and, (c) a combustion chamberattached to said fuel intake port opposite said header.